Propeller



G. ANNESLEY June 21, 1949.

PROPELLER Filed May 26, 1944 v 8 Sheets-meet 1 INVENTOR GRIFFITH HNNESLEY ATTORNEY G. ANNESLEY June 21, 1949.

PROPELLER 8 Sheets-Sheet 2 Filed May 26, 1944 INVENTOR GRIFFITH ANNESLEY Y E N R O T T A G. ANNESLEY June 21, 1 949.

PROPELLER Filed May. 26, 1944 8 Sheets-Sheet 3 Y E L s E N N A H T F F R G ATTORN EY G ANNESLEY June 21, 1949.

PROPELLER Filed May 26, 19444 .8 'SheetsSheet 4 ATTORNEY G. ANNESLEY Jung-2 21, 19.49.

PROPELLER 8 Sheets-Sheet 6 Filed May 26, 1944 v///////v7/////////A/////////%W ///r//////////17// //////4//// INVENTOR GRIFFITH HNNESLEY all/fil Lilli/ll I I I I lilnh.

. IIII ATTORNEY June 21, 1949. e. ANNESLEY 9 Y PRQPE LEiz I Filed May 26, 1944 7 s Shets-Sheet 7 1 INVENTOR GRIFFITH HNNESLEY E W%MM ATTORNEY June 21, 1949. G. ANNESLEY PROPELLER 8 Sheets-Sheet 8 Filed May 26, 1944 INVENTOR ITH HN'NESLEY BY I 5,

ATTORNE.Y

Patented June 21, 1949 UNITED STATES PATENT OFFICE 6 Claims.

My invention relates to propellers and especially to the variable pitch type used on aircraft. Its object is to improve the mechanism and to provide a simple and effective arrangement for supporting the propeller blades and for adjusting their pitch while they are in motion. In carrying out the invention I have devised arrangements which simplify the construction and provide a balance of the parts which results in reducing the applied force needed to make desired adjustments to a minimum. The improvements I have made appear in the following specification and the novel features thereof are set forth in the appended claims.

Referring to the drawings:

Figure 1 is a side elevation of a mechanism which is made according to and embodies the present invention and also shows a part of the casing'of an airplane motor to which parts of the mechanism are attached.

Fig. 2 is a front elevation of the parts shown in Fig. 1.

Fig. 3 is a cross sectional elevation of the parts shown in the preceding figures, the section being taken on the line 3--3 of Fig. 2.

Fig. 4 is a similar cross sectional elevation with the section taken on the line 4-4 of Fig. 2.

Fig. 5 is a central sectional view on an enlarged scale of the parts shown in the preceding figures. In this view the section is taken on the line '.i----5 of Fig. 2,

Fig. 6 is a sectional front elevation of the mechanism shown in Fig. 1, the section being taken on the line 6-6 of the latter figure.

- Fig. 7 is a sectional elevation of a modification of a part of the structure illustrated in Fig. 6.

- Fig. 8 is a sectional plan of the part of the adjusting mechanism shown in Fig. '7 looking in the direction of the arrows, 8, 8 in Fig. 7.

' Fig. 9 is a sectional front elevation on a still larger scale of some of the parts shown in Fig. 1, the section being taken on the line 9-9 of Fig. 1.

Fig. 10 is a top plan view of the parts shown in Fig. 9 with a part of the stationary housing broken away on the line Ifl-l ll of Fig. 9, to more clearly show the construction.

Fig. 11 is a sectional front elevation similar to that shown in Fig. 6 showing a modified arrangement for mounting the propeller blade ferrules.

. Fig. 12 is a sectional plan view of the arrangement shown in Fig. 11. Thesection is taken on the line l2--l2 of Fig. 11.

Fig.. 13 is a side elevation, partly in section, of; a modification of the pitch adjusting mechanism. I

Fig. 14 is a front elevation of the modification shown in Fig. 13, and,

Fig. 15 is a sectional plan view of the arrangement shown in Figs. 13 and 14. The section in the lower part of this figure is taken on the line |5-i5 of Fig. 14. The upper part of this shows the engine casing broken away on a section on the line iii-l5 of Fig. 13 to show the valve mechanism.

2|) designates a motor casing from the front of which a hollow shaft 2| extends through a stationary housing 22 which is afiixed to the motor casing by screws 23 and through a rotatable hub 24 which is keyed to the motor shaft and affixed thereto by a nut 25.

The hub 24 preferably is constructed of a hollow cylindrical tube 26, the ends of which are internally threaded. A transverse bore is made through the tube intermediate its ends and another tube 26A which is bored to fit the motor shaft is inserted therein and welded or brazed thereto. Lugs 26B are also welded or brazed to the tube 28 to form bearings for slidable actuating rods 27.

3t designates the propeller blades. These are rigidly affixed to bearing ferrules 3| in a suitable manner, such for example by lag screws as shown in Fig. 5. Counterweights 35 are adjustably affixed to the ferrules 3|. tively mounted on the hub 24. In the construction illustrated in Figs. 5, 6 and 7, balls 34 are seated in semispherical pockets in the tube 26A of the hub 26 and the closed ends of the ferrules 3| in alinement with the common axis of the blades 38. This centers the ferrules and blades.

The ends of the tube 26 extend over flanges 31 which extend outwardly from the bases of the ferrules. Balls 35 are interposed between the ferrules 3| and the extending portions of the tubes 26 with clearance. Retaining rings 36 are adjustably engaged with the threads in the ends of the tube 26. The balls 35 are seated between the flanges 3i of the ferrules 3| and the rings 36 and are retained between outer walls of the ferrules 3| and the inner surface of the tube 26. This arrangement holds the propeller blades onto the form the flanges 31.

In order to effect angular adjustment of the ferrules 3| in the hub 24 to change the effective pitch of the propeller blades 3G,circular pivot pins 38 are afiixed to the inner closed ends of the The ferrules 3| are rota-' 3 ferrules at points eccentric to their axes. These engage transverse notches 21A in the actuating rods 21 which are parallel to the motor shaft 2| and these rods are slidably mounted in the lugs 26B of the hub 24. The counter-weights 33 tend to move the propeller blades to their high pitch position as viewed in Fig. 4. Their movement in this direction is limited by nuts 28 on the forward end of the rods 21. Adjustable nuts 29 on the rear ends of the rods 21 are adjusted in position to clear a movable disk 40 within the stationary housing 22. Nuts 28A also on the rods 21 limit their movement in the opposite direction.

Another construction of this same purpose is shown in Figs. 11 and 12 in whichpinlbearings L 38A affixed to the inner surfaces of the ferrules 3| project into the transverse notches 21A in the rods 21.

A still further modification is shown in Figs. 7

and 8 inwhich teeth21D are formed in the rods 213 which engage toothed sectors B afiixed to:

the ferrules 3|.

The-,,disk 40 has ahub 4| which is slidably mounted on the motor shaft 2|. (See-Figs. 3, 4,

5, 9and10.) It is also free to rotate with the shaft. In the hub 4| is an oil retaining packing. v 42 is the inner race of a ball bearing. This tightly engages the outer periphery of the hub 4|. 43v is an outer race- Balls 44 are interposed between the races 42 and 43.

The outer race 43. is driven into the inner pe- 1 tionary cam member 48 which limits the helical movement of the actuating plate and imparts,

the desired longitudinal movement to itand to the disk 40. The cam member is afiixed to the motor casing 20 by screws 23A. This mechanism is enclosed within the housing 22 to which isaffixed a boss 22A and in which is suitablyfastened a fiexibletubing 22B by meansof the collet: 22C.v A flexible wire 49 is shown attached .to one of the roller pivots as a means for ,manually moving. the.

plate 45 from a convenient remote station.

The operation of this mechanism ,is obvious. When the disk 40 is fully retracted-thatis moved back to its position nearest the motor casing 20,,

thepropeller blades may move automatically to theirpositions of maximum pitch. Thisis effected, as has been said, by the counterweights 33..

Thenuts 29 are adjusted to clear the disk 40, when the propeller blades are in this position, so that there is then no engagement of the parts of the propeller mounting and the adjusting mechanism. When the operator moves the disk 40 for? wardly it engages the nuts 29. and moves the rods 21. These rods rotate the propeller blades about their common axis but in opposite directions, to,

any extent desired by the operatonlimited by the position, of thenuts 28A. Several adjusted posi. tions of the propeller blades are illustrated in; Fig. 4.. The position of the counterweights on the.

ferrules 3| is adjustable so that their effect may be as little as necessary to producetheir desired function. Thus a delicate balance of the parts may be attained and only a slight pressure is needed to move the disk 40. The disk 40 is free to rotate around the motor shaft on. the balls 44 x and such rotation is imparted to it by the engagement of the nuts 29. Thus there is no frictional resistance between the disk 40 and the nuts 29.

Delicate balance of the propeller blades may be enhanced by the use of the device shown in dot and dash lines in Figs. 1, 2 and 5. This is a split ring 58 of some appreciable weight surrounding one of the ferrules 3| and amxed thereto at a desired distance from the axis of the motor-shaft. This distance is adjustable and increasing it adds to the balanced weight of the blade to which it is applied. Obviously such adjustable weights may be applied to both of the propeller blades. This is especially useful in case of the replacement of a In Figs. 11 and 12 thrust ball bearings 60 are interposed between the ferrules 3| and the tube 26A, ofthe hub 24. These are seated in diametrically opposed circular pockets in the hub in which arecompressible pads 6| of rubber .orthe like. They are capable. of limited transverse movement. on the closed ends of the ferrules. With thiSJZOD'. struction the rings 36 .may be screwed in some what more tightly, than they can be .whenballs. 34are used, as shown in.Figs..5, 6 and 13,.because of the resiliency of the pads.

The ball races in this caser formed in thefianges 31v and the retainingrings 36-are grooved to cen--- ter the ferrules .3|. and blades-Allin the hub-24. Pin.roller bearings 38A.engage the notches 21A; inthe rod 21.

An arrangement for actuating. the pitch adjust-.

ing mechanism hydraulically. illustrated: .im Figs. 13, 14 and 15. Inthiscase 10 designatesla valve controlledbymanually actuated mechanism H. position of the. valve ,opencommunicationbetween a conduit 12 from anoil pressure. supply such as that of the motor. lubrication system .to. the insideof thehollow motor shaft 2|. through a space between stationary bushings 13 .and a: portv .14 through the shaft: Theshaft is closed back of the. port. 14 by a plug. 15, In another. po.-.. sition of valve 10 it. openscommunicationbetween the inside of .shaft2 I. andv anexhaust port 16 as shown in Fig. 13..

In this case the nut.11. which holds the hub 24 on the. motor shaft, has .a hollow cylindrical. portion18 extendingforwardly therefrom.v 191.13 asible bellows 8|], or the like .is interposed between.

the nut "and theclosedendof the shell 19. Its. inner, end is open .to. theinsi'de of. the. motor shaft and its .outer endisclosed.. Plates BI, 82 are welded or brazed ,to .the ends, of the bellows.

The rear plate 8| iswelded, brazed. or solderedrtoz the inner surface. of. the.nut .11.

As seen in Figs. .14 and .15,.diametrically-opposed lugs 83,. extend. from;the. rear. end. .of the; shell 19. 1 The propellerpitch adjustingmodsflC- are affixed to these lugs. Apacking 84: isinterposed between .thenut .11 and; the shaft 2L:

When oil under. pressure is-admitted tOthG'QX-H pansible bellows 80, the .shell,.19.' is forced.-:outwardly. Thismoves therods 21C forwardlyand adjusts the propeller blades :against theaction of the counterweights in. the manner. previously; d1i scribed.- The movement. of the-rodswZJC is limited by nuts 28B and; 28...;

Various modifications in construction, mode ol' operation,.:method: andwuse of :aninvention-may anddo occurzto others, especially-afterbenefit ting from knowledge of such disclosure asr-tl'i'at' herein presented of the principles involved, but

This valve 10. hasportswhich in;one-

the invention itself is not confined to the present showing.

I claim:

1. A ferrule having an open outer end adapted to receive the end of a propeller blade, combined with a hub having a bore adapted to fit a motor shaft and a bearing for rotatively supporting said ferrule on an axis normal to the axis of the bore, alongitudinally movable rod wholly within and parallel to the bore in the hub connected to the ferrule at a point spaced from its axis of rotation, means comprising a stop on the end of the rod engageable with said hub for limiting the movement of the rod in one direction, a counterweight afiixed eccentrically to the ferrule arranged to move the rod longitudinally in said one direction, a disk freely rotatable on the motor shaft beyond the end of the rod and normally disengaged therefrom, and means for moving the disk into engagement with the rod to impart longitudinal movement to the rod in the opposite direction.

2. In the combination of a motor shaft and a hub from which a plurality of propeller blades extend radially and are mounted for angular adjustment about axes normal to that of the motor shaft and in which hub slidable actuating rods connected with the propeller blades are mounted in substantial parallelism with the motor shaft, a disk having a hub longitudinally movable on the motor shaft and a transverse surface, a helically adjustable actuating plate, a stationary cam member having a slot oblique to said surface of the disk, the adjustable actuating plate having a radial extension engaging the slot whereby helical movement of said plate imparts a longitudinal movement thereto, a bearing between the plate and the disk arranged to transmit the longitudinal movement of the plate to the disk to bring the disk into cooperative relation with the actuating rods.

3. In the combination of a motor shaft and a hub from which a plurality of propeller blades extend radially and are mounted for angular adjustment about axes normal to that of the motor shaft and in which hub slidable actuating rods connected with the propeller blades are mounted in substantial parallelism with the motor shaft, a disk having a hub longitudinally movable on the motor shaft and a transverse surface, a helically adjustable actuating plate, a stationary cam member having a plurality of angularly spaced slots of definite length oblique to said surface of the disk, angularly spaced pivots extending radially from the adjustable plate, rollers on said pivots and in said slots whereby angular movement of said plate imparts a limited longitudinal movement thereto, an anti-friction bearing between the plate and the disk arranged to transmit the longitudinal movement of the plate to the disk to bring the disk into cooperative relation with the actuating rods.

4. In the combination of a motor shaft and a hub from which a plurality of propeller blades extend radially and are mounted for angular adjustment about axes normal to that of the motor shaft and in which hub slidable actuating rods connected with the propeller blades are mounted in substantial parallelism with the motor shaft, a disk having a hub longitudinally movable on the motor shaft and a transverse surface, a helically adjustable actuating plate, a stationary cam member having a plurality of angularly spaced slots of definite length oblique to said surface of the disk, angularly spaced pivots extending radially from the adjustable plate, a flexible actuating wire attached to one of the pivots, rollers on said pivots and in said slots whereby angular movement of said plate imparts a limited longitudinal movement thereto, an anti-friction bearing between the plate and the disk arranged to transmit the longitudinal movement of the plate to the disk to bring the disk into cooperative relation with the actuating rods.

5. In the combination of a motor shaft and a hub from which a plurality of propeller blades extend, radially and are mounted for angular adjustment about axes normal to that of the motor shaft and in which hub slidable actuating rods connected with the propeller blades are mounted in substantial parallelism with the motor shaft and in which the propeller blades automatically move the actuatin rods in one direction, a transverse disk longitudinally movable on the motor shaft, a helically adjustable actuating plate, a stationary member having cam surfaces oblique to the surface of the disk engaging the adjustable plate whereby angular movement of said plate imparts a longitudinal movement thereto, a bearing between the plate and the disk arranged to transmit the longitudinal movement of the plate to the disk to bring the disk into cooperative relation with the actuating rods to move said rods in the opposite direction.

6. In the combination of a motor shaft and a hub from which a plurality of propeller blades extend radially and are mounted for angular adjustment about axes normal to that of the motor shaft and in which hub slidable actuating rods 7 connected with the propeller blades are mounted in substantial parallelism with the motor shaft, adjustable counterweights on the propeller blades whereby the propeller blades automatically move the actuating rods in one direction, a disk having a hub longitudinally movable on the motor shaft and a transverse surface, a helically adjustable actuating plate, a stationary cam member having a plurality of angularly spaced slots of definite length oblique to said surface of the disk, angularly spaced pivots extending radially from the adjustable plate, a flexible actuating wire attached to one of the pivots, rollers on said pivots and in said slots whereby angular movement of said plate imparts a limited longitudinal movement thereto, an anti-friction bearing between the plate and the disk arranged to transmit the longitudinal movement of the plate to the disk to bring the disk into cooperative relation with the actuating rods to move said rods in the opposite direction.

GRIFFITH ANN ESLEY.

REFERENCES CITED The following referecnlces are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date Re. 20,283 Caldwell Mar. 9, 1937 1,301,052 Hart et al. Apr. 15, 1919 1,366,074 Hart et al Jan. 18, 1921 1,403,775 Hart Jan. 17, 1922 1,519,163 Parker Dec. 16, 1924 1,608,755 McCauley et a1 Nov. 30, 1926 1,668,971 McCaul-ey May 8, 1928 1,801,725 Cook Apr. 21, 1931 (Other references on following page) Number mama-a r Number Number Germany -1011 

